JP6449708B2 - Vehicle lubrication device - Google Patents

Description

  The present invention relates to a technical field of a vehicle lubrication device that supplies lubricating oil to predetermined parts of a vehicle.

JP 2011-122711 A

  There is a lubrication device that supplies lubricating oil to each part in a power transmission mechanism of a vehicle and lubricates these parts (see, for example, Patent Document 1).

  Such a lubrication device includes, for example, an oil pump that pumps and feeds lubricating oil from an oil tank by being rotationally driven, and a hollow shaft having an oil passage for the lubricating oil pumped by the oil pump. The lubricating oil pumped up from the oil tank by the oil pump flows through the oil passage of the hollow shaft and is supplied to each part in the power transmission mechanism.

  Examples of the parts in the power transmission mechanism that require lubrication include, for example, a planetary gear type and a parallel twin shaft type stepped transmission, a belt type continuously variable transmission, a bevel gear type differential, front wheels and rear wheels. There are various parts such as an electronically controlled coupling that switches the ratio of driving force and a propeller shaft that transmits power.

  Further, the lubricating oil pumped up by the oil pump is supplied to each part other than the power transmission mechanism, for example, a stator coil of a motor generator, and cooled.

  In general, the rotation speed of an oil pump is changed according to the vehicle speed, the rotation speed increases as the vehicle speed increases, the amount of oil supplied from the oil pump increases, and the rotation speed decreases as the vehicle speed decreases. The amount of oil supplied from the oil pump is reduced.

  In the lubricating device described in Patent Document 1, lubricating oil is supplied to the stator coil of the motor generator, and the lubricating oil flowing down from the stator coil is stored in the catch tank. The output shaft (hollow shaft) has an oil passage through which lubricating oil flows, and the lubricating oil flows in both directions between the storage space, which is the space inside the catch tank, and the oil passage of the output shaft. It has been made possible.

  In such a structure, during high-speed traveling when the amount of oil supplied from the oil pump increases and the oil pressure in the oil passage increases, lubricating oil flows from the oil passage to the catch tank via a communication hole or the like, and flows into the catch tank. The amount of stored oil increases. Therefore, excessive supply of the lubricating oil from the oil passage of the hollow shaft to each part requiring lubrication is suppressed.

  On the other hand, during low-speed traveling where the amount of oil supplied from the oil pump is reduced and the oil pressure in the oil passage is low, the lubricating oil flows from the catch tank to the oil passage through a communication hole or the like and flows through the oil passage. The amount increases. Therefore, the supply amount of the lubricating oil from the oil passage of the hollow shaft to each part requiring lubrication increases.

  However, in the vehicle lubricating device described in Patent Document 1, the storage space of the catch tank and the oil passage of the output shaft are always in communication with each other through the communication hole.

  Therefore, the amount of lubricating oil stored in the storage space is likely to affect the hydraulic pressure, and the flow direction and amount of lubricating oil between the storage space of the catch tank and the oil passage of the output shaft are related. Flow control is not easy, and there is a risk that the lubrication performance for each part that requires lubrication will deteriorate.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to overcome the above-described problems and to improve the lubrication performance for each part by controlling the lubrication amount of lubricating oil for each part requiring lubrication.

  1stly, the lubricating device of the vehicle which concerns on this invention is formed in the shape, the 1st shaft which has the supply path penetrated between the internal peripheral surface and the outer peripheral surface, and one part is inserted in the said 1st shaft The other portion is provided as a protruding portion protruding in the axial direction from the first shaft and the outer peripheral surface of the insertion portion is in contact with the inner peripheral surface of the first shaft. And a second shaft that is movable in the axial direction with respect to the first shaft, and a flow path through which lubricating oil flows is formed at a position extending from the insertion portion to the protruding portion, The insertion portion is formed with a first outflow passage that is communicated with the flow passage and flows out the lubricating oil to the outside through the supply passage, and the protruding portion is communicated with the flow passage and passes the lubricating oil to the outside. A second outflow passage is formed to allow the outflow. It said supply passage by the insertion portion according to the movement position relative to the first shaft of the shaft is intended to be opened and closed.

  Accordingly, the amount of lubricating oil flowing out from the first outflow path and the second outflow path is controlled by opening and closing the supply path of the first shaft by the insertion portion of the second shaft.

  Secondly, in the vehicle lubricating apparatus according to the present invention described above, it is desirable that the second shaft is moved relative to the first shaft in accordance with the hydraulic pressure level in the flow path.

  This eliminates the need for a moving mechanism that moves the second shaft relative to the first shaft.

  Thirdly, in the vehicle lubricating device according to the present invention described above, the biasing spring that biases the second shaft in a direction opposite to the direction in which the second shaft is moved when the hydraulic pressure becomes high. It is desirable to be provided.

  Thereby, when the hydraulic pressure becomes low, the second shaft is moved relative to the first shaft by the biasing force of the biasing spring.

  Fourthly, in the vehicle lubricating device according to the present invention described above, it is desirable that a stopper for restricting the movement of the second shaft in the direction in which the biasing force of the biasing spring is applied is provided.

  Accordingly, when the second shaft is moved relative to the first shaft by the biasing force of the biasing spring, excessive movement of the second shaft is restricted by the stopper.

  Fifth, in the vehicle lubricating device according to the present invention described above, it is desirable that the supply amount of the lubricating oil from the oil pump to the flow path increases as the vehicle speed increases.

  As a result, the hydraulic pressure in the flow path increases as the vehicle speed increases.

  Sixth, in the vehicle lubricating device according to the present invention described above, it is desirable that the second shaft be formed in a shape in which an end of the protruding portion opposite to the insertion portion is closed.

  As a result, the hydraulic pressure changes in the second shaft in which one end portion of the protruding portion is closed.

  Seventhly, in the vehicle lubricating device according to the present invention described above, the lubricating oil that has flowed out from the first outflow path is supplied from the supply path to the electronic control coupling, and from the second outflow path. It is desirable that the lubricant oil that has flowed out is supplied to one end of the propeller shaft in the axial direction.

  Accordingly, it is possible to supply an appropriate amount of lubricating oil corresponding to each driving state to the electronic control coupling and the propeller shaft.

  Eighth, in the vehicle lubricating apparatus according to the present invention described above, the lubricating oil is discharged from the first outflow path and supplied to the electronic control coupling from the first outflow path when the vehicle speed is set to a certain level or higher. It is desirable that

  Thereby, lubricating oil is supplied to the electronically controlled coupling where the need for lubrication becomes higher when the vehicle speed increases.

  According to the present invention, the amount of lubricating oil flowing out from the first outflow path and the second outflow path is controlled by opening and closing the supply path of the first shaft by the insertion portion of the second shaft. Therefore, the lubrication performance of each part can be improved by controlling the lubrication amount of the lubricating oil to each part requiring lubrication.

2 to FIG. 6 show an embodiment of a lubricating device for a vehicle according to the present invention, and FIG. It is sectional drawing which shows an electronically controlled coupling and its peripheral structure. It is an expanded sectional view which shows the one side half of an electronic control coupling. It is an expanded sectional view showing the structure where lubricating oil flows. It is an expanded sectional view showing the state where the supply path of the 1st shaft is obstructed at the time of low speed running. It is an expanded sectional view showing the state where the supply path of the 1st shaft is opened at the time of high-speed running.

  EMBODIMENT OF THE INVENTION Below, the form for implementing the lubricating device of this invention vehicle is demonstrated with reference to an accompanying drawing.

<Schematic configuration of power transmission mechanism, etc.>
First, a schematic configuration of a power transmission mechanism and the like provided in a vehicle having a lubrication device will be described (see FIG. 1).

  The vehicle 100 is, for example, a four-wheel drive (4WD) type, has an engine (internal combustion engine) 101 on the front end side, and a transmission 102 is connected to the engine 101 by a torque converter, a friction clutch, or the like (not shown). If the vehicle 100 is an EV (Electric Vehicle), HEV (Hybrid Electric Vehicle), PHEV (Plug-in Hybrid Electric Vehicle), or the like, the engine 101 Instead, a motor is provided together with the engine 101.

  The transmission 102 may be any of a manual transmission, an automatic transmission, or a semi-automatic transmission, and a planetary gear mechanism and an electronic control coupling 103 (not shown) are provided therein. Note that a continuously variable transmission (CVT) may be used as an internal mechanism of the transmission 102.

  A front differential 104 is connected to the transmission 102. Left and right front wheel drive shafts 105 are connected to the front differential 104, and front wheels 106 are connected to the front wheel drive shafts 105, respectively. Accordingly, the driving force of the engine 101 is transmitted to the front wheels 106 via the front differential 104 and the front wheel drive shaft 105.

  When the vehicle 100 is cornered, the front differential 104 absorbs the difference between the left and right rotational speeds of the front wheels 106, and the same torque is transmitted from the engine 101 to the front wheels 106.

  A propeller shaft 107 is connected to the rear end portion of the transmission 102. The driving force transmitted from the engine 101 to the transmission 102 is transmitted from the transmission 102 to the propeller shaft 107, and the propeller shaft 107 is rotated.

  The propeller shaft 107 is arranged extending in the front-rear direction, and a rear differential 108 is connected to the rear end portion of the propeller shaft. The left and right rear wheel drive shafts 109 are connected to the rear differential 108, and the rear wheels 110 are connected to the rear wheel drive shaft 109. Accordingly, the driving force of the engine 101 transmitted to the propeller shaft 107 is transmitted to the rear wheel 110 via the rear differential 108 and the rear wheel drive shaft 109.

  When the vehicle 100 is cornered, the rear differential 108 absorbs the difference between the left and right rotational speeds of the rear wheel 110, and the same torque is transmitted from the engine 101 to the rear wheel 110.

  An oil tank (not shown) that stores lubricating oil supplied to each part that needs lubrication and an oil pump (not shown) that pumps the lubricating oil from the oil tank and pumps the lubricating oil are disposed inside or below the transmission 102. Lubricating oil pumped up from the oil pump passes through a predetermined oil passage, and a part thereof is pumped from a first shaft, which will be described later, to a second shaft, and is supplied to each part requiring lubrication. Therefore, the oil pump, the first shaft, and the second shaft are components of a lubrication apparatus that supplies lubricating oil to each part that needs lubrication.

  For example, the rotation speed of the oil pump is changed according to the vehicle speed, the rotation speed increases as the vehicle speed increases, the amount of lubricating oil supplied from the oil pump increases, and the rotation speed decreases as the vehicle speed decreases. Thus, the amount of lubricating oil supplied from the oil pump is reduced.

<Lubrication device and electronic control coupling configuration>
Next, the configuration of a lubricating device that supplies lubricating oil to each part and an electronically controlled coupling that supplies the lubricating oil by the lubricating device will be described (see FIGS. 2 to 4).

  The first shaft and the second shaft constituting the lubricating device 1 are provided inside the transmission 102.

  The transmission 102 is configured by arranging necessary parts inside the housing 2. The housing 2 includes a coupling case 3 and a rear case 4 that are opened in the front and rear directions, and the coupling case 3 and the rear case 4 are coupled in the front and rear directions.

  The coupling case 3 is disposed in a state where the first shaft 5 is penetrated. A portion on the outer peripheral side of the first shaft 5 in the space inside the coupling case 3 is formed as a first oil supply space 3a.

  The first shaft 5 is formed in a cylindrical shape extending in the front-rear direction, and the front end portion is connected to the rear end portion of the output shaft 6. The driving force of the engine 101 is transmitted to the output shaft 6, and the output shaft 6 is rotated with respect to the coupling case 3 via the first bearing 7 by transmitting the driving force of the engine 101. The first shaft 5 is rotated integrally with the output shaft 6.

  In the internal space 8 of the first shaft 5, the rear portion is formed as an oil flow portion 8a through which lubricating oil flows, and the rear portion of the oil flow portion 8a is formed as an insertion portion 8b. Lubricating oil pumped up from the oil pump and pumped into the oil flow portion 8 a flows through the output shaft 6. The first shaft 5 is formed with supply paths 9 communicating with the inserted portion 8b so as to be separated in the front-rear direction and the circumferential direction. The supply path 9 is penetrated between the inner peripheral surface 5 a and the outer peripheral surface 5 b of the first shaft 5.

  The inserted portion 8b of the first shaft 5 has a diameter at the front end larger than the diameter of the other portion. Inside the first shaft 5, the diameter of the front end of the inserted portion 8b is larger than the diameter of the other portion. By increasing the size, an annular receiving surface 5c facing forward is formed. In addition, the diameter of the oil flow part 8a is made the same as the diameter of the front end part in the inserted part 8b.

  Inside the first shaft 5, a stopper 10 is attached to a boundary portion between the oil flowing portion 8a and the inserted portion 8b. The stopper 10 is spaced apart from the front side of the receiving surface 5c.

  A part of the second shaft 11 is inserted into the inserted portion 8 b of the first shaft 5. The second shaft 11 is formed by integrally forming a cylindrical portion 12 extending in the front-rear direction and a closing portion 13 that closes an opening on the rear side of the cylindrical portion 12. A space inside the second shaft 11 is formed as a flow path 14. In the second shaft 11, the inner diameter of the cylindrical portion 12 is made smaller than the inner diameter of the stopper 10.

  The second shaft 11 is inserted into the inserted portion 8b of the first shaft 5 except for the portion on the rear end side. Of the second shaft 11, the portion inserted into the inserted portion 8 b is provided as the insertion portion 15, and the portion on the rear side from the insertion portion 15 is provided as the protruding portion 16 protruding rearward from the first shaft 5. It has been. The insertion portion 15 is formed as an annular support surface 15a in which the diameter of the front end portion is larger than the diameter of other portions, and the rear surface of the front end portion faces rearward.

  A first outflow passage 17 penetrating between the inner peripheral surface 11 a and the outer peripheral surface 11 b of the second shaft 11 is formed in the insertion portion 15 so as to be separated in the front-rear direction and the circumferential direction. A second outflow passage 18 penetrating between the inner peripheral surface 11a and the outer peripheral surface 11b is formed in the protruding portion 16 so as to be separated in the front-rear direction and the circumferential direction.

  In the second shaft 11, the insertion portion 15 is inserted into the insertion portion 8 b of the first shaft 5 with the outer peripheral surface 11 b in contact with the inner peripheral surface 5 a of the first shaft 5. In a state where the insertion portion 15 is inserted into the inserted portion 8b, a biasing spring 19 is disposed between the receiving surface 5c of the first shaft 5 and the support surface 15a of the insertion portion 15. The biasing spring 19 is, for example, a compression coil spring, and the second shaft 11 is biased forward with respect to the first shaft 5 by the biasing spring 19. Therefore, in a state where no backward moving force is applied to the second shaft 11, the front surface of the second shaft 11 is pressed against the stopper 10 by the urging force of the urging spring 19, and the second shaft 11. Is held at the forward moving end.

  The rear case 4 is disposed in a state where the rear shaft 20 is penetrated. The rear shaft 20 is formed in a shape extending in the front-rear direction, and has an arrangement space 21 opened forward. The arrangement space 21 has a front portion formed as a large diameter portion 21a and a rear portion from the large diameter portion 21a formed as a small diameter portion 21b having a smaller diameter than the large diameter portion 21a.

  The rear shaft 20 is formed with oil supply passages 22 penetrating between the inner peripheral surface 20a and the outer peripheral surface 20b so as to be separated in the front-rear direction and the circumferential direction.

  The rear end portion of the first shaft 5 and the protruding portion 16 of the second shaft 11 are inserted into the arrangement space 21. The rear end portion of the first shaft 5 is inserted into the large diameter portion 21 a of the arrangement space 21, and the protruding portion 16 of the second shaft 11 is inserted into the small diameter portion 21 b of the arrangement space 21. The inner diameter of the small diameter portion 21 b of the rear shaft 20 is made larger than the outer diameter of the protruding portion 16. Therefore, a space (gap) having a certain size is formed on the outer peripheral side of the protruding portion 16 in the small diameter portion 21 b of the rear shaft 20.

  In a state where the rear end portion of the first shaft 5 and the protruding portion 16 of the second shaft 11 are inserted into the arrangement space 21, the outer surface of the rear end portion of the first shaft 5 and the inner surface of the rear shaft 20 The bearings 23 are arranged between them, and the arrangement space 21 is sealed.

  The rear shaft 20 is rotated with respect to the rear case 4 via the second bearing 24. The rear shaft 20 is connected at its rear end to the front end of the propeller shaft 107, and the front end of the propeller shaft 107 is supported by the rear case 4 via the bush 111. Accordingly, the rear shaft 20 and the propeller shaft 107 are rotated together with the rear case 4 and are rotated relative to the first shaft 5.

  Inside the rear case 4, a second oil supply space 4 a is formed on the outer peripheral side of the rear shaft 20, and the second oil supply space 4 a is communicated with an arrangement space 21 of the rear shaft 20 via an oil feed path 22. ing. A part of the second oil supply space 4 a is communicated with the first oil supply space 3 a of the coupling case 3.

  A seal body 25 is disposed between the propeller shaft 107 and the rear end portion of the rear case 4, and a front end portion of the seal body 25 and the propeller shaft 107 is attached to the outer peripheral surface of the rear end portion of the rear case 4. Covered from outside.

  An electronically controlled coupling 103 is disposed inside the coupling case 3 on the outer peripheral side of the first shaft 5 (see FIGS. 2 and 3). The electronic control coupling 103 is controlled by an electronic control unit (ECU) (not shown) having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and the like, and is sent from the electronic control unit. The operation is performed by supplying a current to a coil to be described later based on the drive signal.

  For example, a drive signal having a magnitude corresponding to the vehicle speed is sent from the electronic control unit to the electronic control coupling 103, and the electronic control coupling 103 is brought into a high drive state as the vehicle speed increases.

  The electronic control coupling 103 includes a coil (electromagnetic solenoid) 27, a control cam 28, a control clutch 29, a main cam 30, a main clutch 31, and an armature 32.

  The coil 27 is disposed near the front end of the first oil supply space 3 a of the coupling case 3 and is held by a coil holder 33. The coil holder 33 is formed of a magnetic metal material and is arranged in a fixed state in the first oil supply space 3a. A current is supplied to the coil 27 based on a drive signal sent from the electronic control unit.

  The coil 27 is covered with a coil cover 34 from the rear. The coil cover 34 includes an outer peripheral member 34a, an inner peripheral member 34b, and a press-fit member 34c. Both the outer peripheral member 34a and the inner peripheral member 34b are made of a magnetic metal material, and the press-fitting member 34c is made of a nonmagnetic material. The inner peripheral member 34b is positioned on the inner peripheral side of the outer peripheral member 34a, and a press-fitting member 34c is press-fitted between the outer peripheral member 34a and the inner peripheral member 34b.

  Since the coil holder 33, the outer peripheral side member 34a, and the inner peripheral side member 34b are formed of a magnetic metal material, when a current is supplied to the coil 27 based on a drive signal sent from the electronic control unit, the coil 27 Magnetic field is generated around.

  The inner periphery of the coil cover 34 is fitted to the first shaft 5 so as to be rotatable relative to the first shaft 5. The coil cover 34 is rotated with respect to the first shaft 5 and to the coil holder 33 via the third bearing 35. It is rotated.

  An annular base 36 is coupled to the outer peripheral side member 34 a of the coil cover 34. The annular base 36 is formed with a delivery path 36a penetrating between the outer peripheral surface and the inner peripheral surface so as to be separated in the front-rear direction and the circumferential direction. The annular base 36 is coupled to the rear end portion of the outer peripheral portion of the outer peripheral member 34 a and is rotated integrally with the coil cover 34.

  The control cam 28 is positioned on the rear side of the inner peripheral member 34 b in the coil cover 34 and is rotatable with respect to the first shaft 5. On the rear surface of the control cam 28, a recess 28a that is opened rearward is formed. The concave portion 28a of the control cam 28 is formed with an inclined surface whose depth changes as it goes in the circumferential direction.

  The control clutch 29 is formed by alternately arranging outer peripheral friction plates 29a and inner peripheral friction plates 29b in the front-rear direction. The outer peripheral side friction plate 29a is supported by the front end portion of the inner peripheral portion of the annular base 36, is rotated integrally with the annular base 36, and is movable in the front-rear direction with respect to the annular base 36. . The inner peripheral friction plate 29b is supported by the outer peripheral portion of the control cam 28, is rotated integrally with the control cam 28, and is movable in the front-rear direction with respect to the control cam 28.

  The control clutch 29 has a function of transmitting power from the control cam 28 to the annular base 36 through the coil cover 34 when the outer peripheral friction plate 29a and the inner peripheral friction plate 29b approach each other and engage or slip. ing. In the control clutch 29, the magnitude of power transmitted from the control cam 28 to the annular base 36 is changed according to the magnitude of the frictional force between the outer peripheral friction plate 29a and the inner peripheral friction plate 29b.

  The main cam 30 is positioned on the rear side of the control cam 28 so as to face the control cam 28, and is rotatable with respect to the first shaft 5. On the front surface of the main cam 30, a recess 30 a that opens forward is formed. The concave portion 30a of the main cam 30 is formed with an inclined surface whose depth changes as it goes in the circumferential direction.

  A plurality of balls 37 are disposed between the control cam 28 and the main cam 30 so as to be spaced apart in the circumferential direction. The ball 37 is inserted and held in the recess 28 a of the control cam 28 and the recess 30 a of the main cam 30.

  A transmission base 38 is disposed on the rear side of the main cam 30, and the transmission base 38 is located on the inner peripheral side of the annular base 36. The transmission base 38 is coupled to the first shaft 5 and is rotated integrally with the first shaft 5. A part of the transmission base 38 is coupled to the main cam 30 and is rotated integrally with the first shaft 5 and the main cam 30. In the transmission base 38, lead-out paths 38 a penetrating between the outer peripheral surface and the inner peripheral surface are formed so as to be separated in the circumferential direction. The lead-out paths 38a are aligned with the supply paths 9 formed in the first shaft 5, respectively.

  The main clutch 31 is formed by alternately arranging outer peripheral engagement plates 31a and inner peripheral engagement plates 31b in the front-rear direction. The outer peripheral side engagement plate 31a is supported by the rear half of the inner peripheral portion of the annular base 36, is rotated integrally with the annular base 36, and is movable in the front-rear direction with respect to the annular base 36. . The inner peripheral engagement plate 31b is supported by the outer peripheral portion of the transmission base 38, is rotated integrally with the transmission base 38, and is movable in the front-rear direction with respect to the transmission base 38.

  The main clutch 31 has a function of transmitting power from the annular base 36 to a connecting member to be described later when the outer peripheral engagement plate 31a and the inner peripheral engagement plate 31b approach each other and engage or slip. In the control clutch 31, the magnitude of the power transmitted from the annular base 36 to the connecting member is changed according to the magnitude of the frictional force between the outer peripheral side engagement plate 31a and the inner peripheral side engagement plate 31b.

  A connecting member 39 is disposed on the rear side of the main clutch 31. The connecting member 39 has an inner peripheral portion coupled to the front end portion of the rear shaft 20 and is rotated integrally with the rear shaft 20. The connecting member 39 is rotatable with respect to the annular base 36.

  When the outer peripheral engagement plate 31a and the inner peripheral engagement plate 31b are moved rearward and engaged or slipped in the main clutch 31, the power transmitted to the annular base 36 is transmitted to the connecting member 39 by the main clutch 31. Thus, the rear shaft 20 is rotated integrally with the connecting member 39.

  The armature 32 is disposed between the control clutch 29 and the main cam 30 on the outer peripheral side of the control cam 28. The armature 32 is made of a ferromagnetic material such as iron, and is moved in the front-rear direction by a propulsive force generated in a magnetic field in accordance with the energization state of the coil 27.

<Operation in electronically controlled coupling>
Hereinafter, the operation of the electronic control coupling 103 will be described.

  In the electronic control coupling 103, when a current is supplied from the electronic control unit to the coil 27 during the rotation of the output shaft 6, a magnetic field is generated around the coil 27 and the armature 32 is attracted to the control clutch 29 side. Move forward. At this time, as the output shaft 6 rotates, the first shaft 5, the transmission base 38, the main cam 30, and the inner peripheral friction plate 29b of the control clutch 29 are integrally rotated with respect to the coupling case 3. Yes.

  When the armature 32 is moved to the control clutch 29 side, it is pressed by the armature 32, and the outer peripheral friction plate 29a and the inner peripheral friction plate 29b are moved forward to approach each other and engage or slip. When the outer peripheral friction plate 29a and the inner peripheral friction plate 29b are engaged or slipped, power can be transmitted from the control cam 28 to the annular base 36 via the coil cover 34.

  At this time, the main cam 30 is rotated, and power is transmitted from the main cam 30 to the annular base 36 via the ball 27 via the control cam 28 and the coil cover 34, and rotation of the outer peripheral side engagement plate 31a is started. A rotational difference occurs between the cam 28 and the main cam 30. Accordingly, the ball 37 held in the recess 28a and the recess 30a rolls on the inclined surfaces of the recess 28a and the recess 30a, and the main cam 30 is pushed backward by the ball 37 and moved. When the main cam 30 is moved rearward, the outer peripheral side engagement plate 31a and the inner peripheral side engagement plate 31b of the main clutch 31 are moved rearward by the main cam 30, and approach or engage with each other. When the outer peripheral engagement plate 31 a and the inner peripheral engagement plate 31 b are engaged or slipped, the power transmitted to the annular base 36 is transmitted from the main clutch 31 to the connecting member 39.

  At this time, the transmission base 38 and the inner peripheral engagement plate 31b are rotated with respect to the first shaft 5 at a speed corresponding to the engagement state of the outer peripheral engagement plate 31a and the inner peripheral engagement plate 31b.

  When power is transmitted to the connecting member 39, power is transmitted from the connecting member 39 to the rear shaft 20, and the rear shaft 20 and the propeller shaft 107 are united with the rear case 4 as the connecting member 39 rotates. Power from the output shaft 6 is transmitted to the rear wheel 110 via the propeller shaft 107 at a ratio corresponding to the amount of current that is rotated and supplied to the coil 27. Accordingly, the power from the engine 101 is distributed to the front wheels 106 and the rear wheels 110, and the vehicle 100 travels with four-wheel drive.

  On the other hand, in a state where no current is supplied to the coil 27, the power of the output shaft 6 is not transmitted to the rear shaft 20 by the electronic control coupling 103, so that the vehicle 100 travels by driving the vehicle 100 by the front wheels 106.

<Operation of lubrication system>
Next, operation | movement of the lubrication apparatus 1 is demonstrated (refer FIG.5 and FIG.6).

  As described above, the rotation speed of the oil pump is changed according to the vehicle speed, the rotation speed increases as the vehicle speed increases, the amount of lubricating oil supplied from the oil pump increases, and the rotation speed increases as the vehicle speed decreases. And the amount of lubricating oil supplied from the oil pump is reduced.

  When the vehicle 100 travels at a low speed, the amount of lubricating oil supplied from the oil pump is small, and the hydraulic pressure in the oil flow portion 8a of the first shaft 5 and the hydraulic pressure in the flow path 14 of the second shaft 11 are low. . Therefore, the front surface of the second shaft 11 urged forward by the urging spring 19 is pressed against the stopper 10 and is held at the front moving end (see FIG. 5).

  At this time, the first outflow passage 17 formed in the insertion portion 15 of the second shaft 11 and the supply passage 9 of the first shaft 5 are positioned differently in the front-rear direction, and the supply passage 9 is inserted into the insertion portion. 15 is occluded. Therefore, the lubricating oil 40 filled in the flow path 14 does not flow into the supply path 9, and the supply of the lubricating oil 40 to the electronic control coupling 103 is restricted.

  On the other hand, in the state where the second shaft 11 is held at the front moving end, the projecting portion 16 projects rearward from the first shaft 5 and is positioned in the arrangement space 21 of the rear shaft 20. The lubricating oil 40 filled in 14 flows out into the arrangement space 21 from the second outflow path 18 formed in the protrusion 16. The lubricating oil 40 flows out from the arrangement space 21 through the oil feed path 22 of the rear shaft 20 to the second oil supply space 4a of the rear case 4, and is supplied to the bush 111 supported by the front end portion of the propeller shaft 107. Lubrication of the bush 111 is performed.

  As described above, since the second oil supply space 4a is partially communicated with the first oil supply space 3a of the coupling case 3, the lubricating oil that has flowed out into the second oil supply space 4a. A part of 40 is introduced into the first oil supply space 3a of the coupling case 3, and the electronic control coupling 103 is lubricated.

  Conversely, when the vehicle 100 travels at a high speed, the amount of lubricating oil supplied from the oil pump increases, and the oil pressure in the oil flow portion 8a of the first shaft 5 and the oil pressure in the flow path 14 of the second shaft 11 are high. Has been. Accordingly, the second shaft 11 is moved rearward against the biasing force of the biasing spring 19 by a high hydraulic pressure, and the front surface is separated rearward from the stopper 10 (see FIG. 6).

  When the vehicle speed of the vehicle 100 is increased to a certain level and the hydraulic pressure in the flow path 14 reaches a certain level, the first outflow path 17 formed in the insertion portion 15 of the second shaft 11 and the first shaft 5 The supply paths 9 are aligned with each other in the front-rear direction, and the closed state of the supply path 9 by the insertion portion 15 is released. Accordingly, the lubricating oil 40 filled in the flow path 14 flows into the supply path 9 from the first outflow path 17, flows from the supply path 9 to the first oil supply space 3 a, and is supplied to each part of the electronic control coupling 103. Is done.

  A part of the lubricating oil 40 flowing out from the supply path 9 is supplied to the main clutch 31 through the lead-out path 38 a of the transmission base 38 and passes through the delivery path 36 a of the annular base 36. To be supplied.

  Even when the second shaft 11 is moved rearward, the projecting portion 16 projects rearward from the first shaft 5 and is positioned in the arrangement space 21 of the rear shaft 20, so that the flow path 14 is filled. The lubrication oil 40 is discharged from the second outflow path 18 formed in the protruding portion 16 to the arrangement space 21. The lubricating oil 40 flows out from the arrangement space 21 to the second oil supply space 4a of the rear case 4 via the oil feed path 22 of the rear shaft 20, is supplied to the bush 111, and the bush 111 is lubricated.

  Since part of the second oil supply space 4a communicates with the first oil supply space 3a of the coupling case 3, the second oil supply space 4a can be used even when the second shaft 11 is moved rearward. Part of the lubricating oil 40 that has flowed out into the space 4 a flows into the first oil supply space 3 a of the coupling case 3, and the electronic control coupling 103 is lubricated.

  When the vehicle 100 shifts from high-speed traveling to low-speed traveling, the second shaft 11 is moved forward by the urging force of the urging spring 19 and is again lubricated by the lubricating oil 40 during the low-speed traveling.

<Summary>
As described above, in the lubricating device 1, the first shaft 5 having the supply passage 9, the insertion portion 15, the protrusion 16, and a part of the outer peripheral surface 11 b are the inner parts of the first shaft 5. A second shaft 11 that is moved with respect to the first shaft 5 while being in contact with the peripheral surface 5 a is provided, and the insertion portion 15 performs the movement of the second shaft 11 with respect to the first shaft 5. The supply path 9 is opened and closed.

  Therefore, since the amount of the lubricating oil 40 flowing out from the first outflow path 17 and the second outflow path 18 is controlled by opening and closing the supply path 9 by the insertion section 15, the parts for which lubrication is necessary are controlled. The lubrication performance of each part can be improved by controlling the lubrication amount of the lubrication oil 40.

  Further, the second shaft 11 is moved relative to the first shaft 5 in accordance with the hydraulic pressure in the flow path 14 of the second shaft 11, and the supply path 9 of the first shaft 5 is moved by the insertion portion 15. Opened and closed.

  Therefore, a moving mechanism for moving the second shaft 11 with respect to the first shaft 5 is not required, and the manufacturing cost is reduced by simplifying the structure of the lubricating device 1, and the lubricating oil 40 is applied to each part. The amount of lubrication can be controlled.

  Furthermore, since an urging spring 19 is provided to urge the second shaft 11 in the opposite direction (forward) to the direction in which the second shaft 11 is moved (backward) when the hydraulic pressure increases, the hydraulic pressure is increased. When lowering, the second shaft 11 is moved relative to the first shaft 5 by the biasing force of the biasing spring 19.

  Accordingly, the second shaft 11 can be reliably moved when the hydraulic pressure becomes low, and the supply path 9 is reliably opened and closed by the insertion portion 15 to improve the operation reliability in the lubricating device 1. be able to.

  Further, a stopper 10 that restricts the movement of the second shaft 11 in the direction in which the biasing force of the biasing spring 19 is applied is provided.

  Therefore, when the second shaft 11 is moved forward with respect to the first shaft 5 by the biasing force of the biasing spring 19, excessive movement of the second shaft 11 is restricted by the stopper 10, and the second shaft 11 is restricted. A proper amount of movement of the shaft 11 can be ensured to stabilize the lubrication operation.

  Furthermore, since the supply amount of the lubricating oil 40 from the oil pump to the flow path 14 increases as the vehicle speed increases, the hydraulic pressure in the flow path 14 increases as the vehicle speed increases. The amount of lubrication of the lubricating oil 40 can be controlled according to the above.

  Furthermore, since the second shaft 11 is formed in a shape in which the rear end portion of the protruding portion 16 is closed by the closing portion 13, one end portion of the protruding portion 16 of the second shaft 11 is closed, The change of the hydraulic pressure in the flow path 14 is easily and reliably performed, and the reliability in the movement operation of the second shaft 11 relative to the first shaft 5 can be improved.

  The lubricating oil 40 that has flowed out from the first outflow path 17 is supplied from the supply path 9 to the electronic control coupling 103, and the lubricating oil 40 that has flowed out from the second outflow path 18 is supplied to the bush 111.

  Therefore, it becomes possible to supply the appropriate amount of lubricating oil 40 according to the respective driving states to the electronic control coupling 103 and the propeller shaft 107, and the driving state of both the electronic control coupling 103 and the propeller shaft 107 can be changed. Stabilization can be achieved.

  In addition, the lubricating oil 40 flows out from the first outflow passage 17 and is supplied from the supply passage 9 to the electronic control coupling 103 when the vehicle speed is set to a certain level or more.

  Therefore, the lubricating oil 40 is supplied to the electronically controlled coupling 103 that becomes more necessary for lubrication when the vehicle speed is increased, and the driving state of the electronically controlled coupling 103 can be stabilized.

  Further, since the bush 111 supported at the front end portion of the propeller shaft 107 is a portion requiring lubrication regardless of the vehicle speed, the lubricating oil 40 flows out from the second outflow passage 18 regardless of the vehicle speed, and the bush 111 is moved. By being lubricated, the propeller shaft 107 is smoothly rotated regardless of the vehicle speed, and the traveling state of the vehicle 100 can be stabilized.

  DESCRIPTION OF SYMBOLS 103 ... Electronically controlled coupling, 107 ... Propeller shaft, 1 ... Lubricating device, 5 ... First shaft, 5a ... Inner peripheral surface, 5b ... Outer peripheral surface, 9 ... Supply path, 10 ... Stopper, 11 ... Second shaft 11b ... outer peripheral surface, 14 ... flow path, 15 ... insertion part, 16 ... projecting part, 17 ... first outflow path, 18 ... second outflow path, 19 ... biasing spring, 40 ... lubricating oil

Claims (8)

A first shaft having a supply path formed in a cylindrical shape and penetrated between an inner peripheral surface and an outer peripheral surface;
A part is provided as an insertion part inserted into the first shaft, the other part is provided as a protrusion part protruding in the axial direction from the first shaft, and an outer peripheral surface of the insertion part is provided as the first part. A second shaft that is movable in the axial direction with respect to the first shaft while being in contact with the inner peripheral surface of the shaft;
A flow path through which lubricating oil flows is formed at a position extending from the insertion portion to the protruding portion,
A first outflow path that is communicated with the flow path and flows out of the lubricating oil to the outside through the supply path is formed in the insertion portion,
The projecting portion is formed with a second outflow path that communicates with the flow path and allows the lubricating oil to flow out.
A lubricating device for a vehicle, wherein the supply path is opened and closed by the insertion portion in accordance with a movement position of the second shaft relative to the first shaft. The vehicle lubricating device according to claim 1, wherein the second shaft is moved with respect to the first shaft in accordance with a hydraulic pressure level in the flow path. The vehicle lubricating device according to claim 2, further comprising a biasing spring that biases the second shaft in a direction opposite to a direction in which the second shaft is moved when the hydraulic pressure increases. The vehicle lubrication device according to claim 3, further comprising a stopper that restricts movement of the second shaft in a direction in which a biasing force of the biasing spring is applied. The vehicle lubricating device according to any one of claims 2 to 4, wherein a supply amount of the lubricating oil from an oil pump to the flow path increases as a vehicle speed increases. The vehicle lubrication device according to any one of claims 2 to 5, wherein the second shaft is formed in a shape in which an end portion of the protruding portion opposite to the insertion portion is closed. The lubricating oil that has flowed out of the first outflow path is supplied to the electronic control coupling from the supply path,
The vehicle lubricating device according to any one of claims 1 to 6, wherein the lubricating oil that has flowed out of the second outflow passage is supplied to one end portion in an axial direction of the propeller shaft. The lubricating oil is flowed out from the first outflow path when the vehicle speed is set to a certain level or higher, and is supplied from the supply path to the electronic control coupling. Vehicle lubrication device.

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